Clutch



Sept. 10, 1935. I I TATTER 2,914,362

CLUTCH Filed March 12, 1951 4 Sheets-Sheet 1 -A v ORNEY.

J. W. TATTER Sept. 10, 1935.

CLUTCH Filed March 12, 1931 4 Sheets-Sheet 2 INVENTOR.

Sept; 10, 1935. J. w. TATTER I 7 2,014,362

' CLUTCH Filed March 12, 1931 4 Sheets-Sheet 3 I N VEN TOR.

I/M BY J. W. TATTE R Sept. 10, 1935.

" CLUTCH Filed March 12, 1951 4 Sheets-Shet 4 INVEIQTOR. jvfi 9%M a H W Patented Sept. 10, 1935 UNITED STATES PATENT [OFFICE CLUTCH John W. Tatter, Detroit, Mich.

Application March 12, 1931, Serial No. 521,933

20 Claims. (01.192-68) My invention relates to improvements in clutches incorporating vibration dampening means, and the objects of my improvements are, first, to provide a vibration dampening member provided with converging angular positioned load receiving surfaces restrained from flowing radially outwardly; second, to provide a vibration dampening member having no apertures through its frictional contact surfaces; third, to provide a vibration dampening member having a single aperture only therethrough; fourth, to provide a vibration dampening member having containing means secured solely outside of the peripheral portions of said vibration dampening member; and sixth, to provide a vibration dampening member having angular surfaces having a greater cross sectional area than portions for connecting said angular surfaces.

I attain these objects by the mechanism illustrated in the accompanying drawings, in which- Figure l is a sectional view of the clutch assembly within a flywheel of a motor, together with its enclosing housings, said view disclosing the clutch members in their engaged position; Fig. 2,

a sectional view of the clutch assembly within the flywheel of a motor, together with its enclosing housings, said view disclosing the clutch in its disengaged position; Fig. 3, a sectional view of the clutch assembly, said sectional view being taken on the line 33, Fig. 2; Fig. 4, a sectional view of the rear end elevation of the clutch throwout mechanism being taken on the line 4-4, Fig. 2; Fig. 5, a partial sectional view taken on the line 5-5, Fig. 1; Fig. 6, a partial elevation of the push type operating sleeve and cam member together with one of the cam member operating springs; Fig. '7, a partial sectional view taken on the line I'I, Fig. 2; Fig. 8, a plan elevation of the lubricant reservoir locking member; Fig. 9, a partial rear elevation of the hub portion of the vibration dampeningdriven plate assembly; Fig. 10, a sectional view of the vibration dampening driven plate, being developed on the line III-I0, Fig. 9; Fig. 11, a rear elevation of the complete driven V plate assembly, together with its members for permitting easy and gradual engagement thereof; Fig. 12, a sectional view of a driven assembly taken on the line I2--I2, Fig. 11; Fig. 13, a partial sectional view of the driven plate assembly through one of its members which permit easy and gradual engagement of the driven plate, said view being taken on the line I3-I3, Fig. 11; Fig. 14, a front elevation of one of the easy and gradual engaging members of the driven plate assembly; Fig. 15 a partial sectional view of one of the angular sur- 66 face portions of the flanged hub; Fig. 16, a partial plan elevation of one of the angular surface portions of the flanged hub and, Fig. 17, a partial plan elevation of one of the vibration dampening members disclosing its angular contact surfaces.

Similar numerals refer to similar parts through- 6 out the several views.

The flywheel I is mounted on the flange 2 of a crankshaft 3 of an engine, supported in the crank case 4. The flywheel I is held onto the flange 2 by the bolts 5. The crank case 4 is provided with 10 a bell housing 6 in which the flywheel I revolves. The flywheel I is provided with the chamber I, together with the friction face 8. The driven member assembly A comprises the friction disc 9 which is fastened, as hereinafter described, to 15 the hub III, the hub III being suitably mounted on the splines of the shaft I2. The friction members I3 and I4 may be suitably fastened to the friction disc 9, the friction member I3 being disposed between the friction face 8 of the flywheel I and 20 the face of the friction disc 9. The friction member I4 is similarly disposed between the friction disc 9 and the thrust member I5. The shaft I2 is supported at its front end in the bearing assembly I6, which is mounted in a recess of the flywheel 25 I, and at its rear end in the bearing assembly H, which is mounted in the transmission housing I8.

The bearing assembly I1 is maintained by the shoulder I9 of the transmission housing I8 and also by the retainer 20, which is suitably fastened 30 to the transmission housing I8. I The bearing assembly I1 is further retained on the shaft I2 by the retainer member 2I, the shaft I2 moorporating the gear member 22, as similarly used in the usual type of transmission. The retainer 35 20 may be piloted in the bore 23 of the clutch housing 24, the clutch housing being suitably fastened to the transmission housing l8 by the screws 25. The clutch housing 24 is fastened to the rear face of the bell housing 6 by the 40 screws 26.

The cover member 21 is fastened to the rear face of the flywheel by the screws 28, the cover member 21 being provided with an extension portion 29. The cover member 21 is provided with 45 a series of depressed portions 30, which flt within and locate one end of the springs 3|, which are thus supported against the cover member 21 and exert a thrust against the baflle members 32. The baffle members 32 are each provided with the 50 boss 33, which locates the spring 3| at its forward end. The baflie member 32 is located by loosely fitting over the boss 34 of the thrust member I5. The boss 34 may have tapered sides to provide for economical manufacturing, the tapered sides of the boss 34 fitting within similar tapered holes in the recess in the boss 33 of the baflle member 32. It is to be noted that the baflle member 32 has its outer wall portion so located as to provide an enlarged recess portion 35 around the inner end of the spring 3|. The recess portion 35 has its inner wall surfaces located away from the inner end of the spring 3|, the walls of the recess portion 35 extending outwardly from the thrust member |5 to provide a member for bailiing the heat generated in the thrust member l5 away from the springs 3|. To further prevent the heat, which will be developed thrust reactions.

in the thrust member by the operation of the clutch, from being conducted into the spring 3|, the bafiie member 32 is constructed of insulator material, such as asbestos composition material, having a very low coeificient of heat conductivity. It will thus be noted that the heat which is generated in the thrust member l5 will be unable to be conducted through the battle member 32 to V the spring 3| and also the baflle member 32 will further protect, by its walls surrounding the recess portion 35, the spring 3| from receiving radiant heat directly onto the coils of the spring 3|. This construction will provide means for eliminating the breaking down of the springs 3| due to the radiated and conducted heat from the thrust member |5 which constitutes a great weakness of design in the usual type of clutch assembly incorporating thrust springs of this type located in close proximity to the clutch thrust members. vided with the extension portion 36 at its inner edge and the extension portion 31 at its outer edge, which provide added strength for resisting The cover member 21 is provided with a series of projections 33 which may be used for piloting the cover member 21 into the chamber 1 of the flywheel I. The projections 33 may be formed by making suitable openings in the cover member 21 and displacing the metal of the openings to provide the extensions 33 at the proper point for piloting purposes, the outer surface of the projections 33 being suitably finished to pilot dimensions. The sleeve member 33 is slidably mounted in the extension portion 23 of the cover member and is restrained from turning therein by the key 40, the key 43 engaging the keyway 4| of the extension portion 23 together with the sleeve member 33. The thrust member I5 is further provided with the bosses 42 to which are fastened the plates 43 by the screws 44. Between the bosses 42 and the surface 45 of the thrust member l5, together with the plates 43, a chamber will be provided for receiving the outer ends 46 of the levers 41. The levers 41 are provided at their inner portions The thrust member l5'is pro- 3 with the ends 43 for engaging the groove 43 of Y the sleeve member 33. The levers 41 are assembled on each side of the lever 53, the lever 53 eing pivotally mounted onlthe pin 5|, which is supported in the levers 41, the pin 5| being retained by the cotter pin 52. The yoke members 53 are each provided with grooves 54 in which are mounted the levers 53, the levers 53 being retained therein by the pins 55, the pins 58 on which is rotatably mounted the adjusti g member 59, which also engages the forward face of the shoulder 63 of the sleeve 33. The adjusting member 53 is provided with the bevel faces 6|, which are clearly shown in Fig. 7, the bevel faces 6| engaging the inner ends 62 of the levers 5 53. The adjusting member 59 is provided with slots 63, which are engaged by the ends 64 of the springs 65, which are supported by the studs 66, which are suitably fastened-in the groove 43' of the sleeve 33. The spring 55 is retained on the stud 66 by the washer 61, which in'tum is retained by the cotter pin 63.

The pedal 63 is suitably mounted on and connected with the shafts 10, which are in turn suitably connected to and support the yoke member 1|, the pedal 63 being located on the outside of the clutch housing 24 in the conventional man,- her as employed in motor vehicles. The shafts 13 are suitably supported in bearings carried on opposite sides of the clutch housing 24. The yoke member 1| is provided with a pair of arms 12, which extend upwardly on each side of the shaft l2 and are provided with the rounded extension portions 13 which engage the rear face of the reservoir assembly B. The reservoir assembly B 35 comprises the two housing members 14 and 15 which are fastened together by the screws 16 and the nuts 11. A gasket member 18 may be interposed between the housing members 14 and 15 to prevent leakage of liquid. The housing member 30 14 may have a portion 13 which extends to a point in close proximity to the shaft l2 and thus further retains lubricant within the reservoir assembly B. The bearing assembly 33 hasa race member 3| supported on the sleeve member 33 5 and a race member 32 supported on the housing member 14. It is to be noted that the housing member 15 of the bearing assembly B extends to a point adjacent the outer diameter of the sleeve 33. The member 33 is suitably attached to the 40 housing member 14 and is provided with the extension portions 34, which are engaged by the inner ends of the extension portions 13 of the yoke member 1|. It is to be noted that the yoke member 1| will thus retain the member 33 to- 45 gether with the housing members 14 and 15 from turning, this in turn holding stationary the race member 32, which is pressed onto the shoulder of the portion 13 of the housing member 14. The

race member 3| is pressed onto the shouldered 50 shaft l2 and may be made of felt, cork or other suitable substance, so that, when slightly compressed between the end of the sleeve member 33 and the portion 13 of the housing member 14, the lubricant will be prevented from escaping past the portion 13, the member 35 being also slightly compressed against the shaft l2. The sleeve member 33 is provided with the threaded member 36 which is adapted to contact the end of 70" the extension portion of the cover member 21, thus providing a stop for the forward travel of the sleeve member 33 during the movement of the sleeve during the operation of releasing the clutch. The sleeve member 33 is provided with a? bearing portion 81, which engages the shaft I2 and thus provides additional support for the sleeve member 3!. Suitable passages may be provided,

' if desired, in the portion 81 of the sleeve member 39 to enable more lubricant to be guided to the engaging surfaces of the shaft l2 and the bearing portion 81 of the sleeve member 39, if the seepage around the member 85 is not sufficient. The reserve of lubricant in the reservoir assembly B may be replenished by means of the pipe member 89 which is retained in the clutch housing 24 by the nuts SI. At the upper end of the pipe member 39 an oil cup 9| may be mounted. When the sleeve member 39' together with the reservoir assembly B is in its released position, the mouth portion 92 of the reservoir assembly B will be in line with the lower end of the pipe member 39, thus permitting lubricant which is placed in the oil cup 8| to be conducted into the reservoir assembly B. The member 88, also con- I structed of felt, cork or other suitable material, is assembled between the housing member and the race memberll, the member 83 encircling the sleeve 33, thus preventing the escape of lubricant around and along the sleeve 33. The thrust member I5 is provided with suitable slots 33 which engage the pins 54 which thus provide means by which the thrust "member 15 is driven by the flywheel l. 1

It is to be noted that, when the clutch is in its released, position as shown in Fig. 2, the clearance space 35 will exist betweenthe friction face 8 of the. flywheel and, the face of the friction member l3. 'Also,-tlie clearance space 96 will exist between the front face of the thrust member L5 and the-face of the friction member |4.

extension portions ing the thrust member l5 to be moved rearwardly Whenever the friction members l3 and H become worn to a certain extent, it. would be necessary in the usual design of clutches to provide adjusting means whereby the thrust member 15 canbe adjusted to a close position to the friction members l3 and I4. However, in my invention, whenever the pedal 69 is depressed to cause the 13 of the y'olremember 1| to engage therear faceof the reservoir assembly B, thus causing the sleeve member 39 to move toward the friction members I3 and H, the groove. 49 of the sleeve member 33 will engage the-ends 48 of the levers 41, which will cause the ends 46 of the levers 41 to engage the plates 43, this in turn causfrom the-friction members leased position as shown in Fig. 2. As soon ass'the operator releases the pedal 69 from its depressed position, the springs 3| will cause the thrust member l5 tomove toward the friction members I! and I4, thus moving the friction members l3 and I4 and the thrust member l5 to their engaged positions, which is shown in Fig. 1. Whenever wear takes place on the faces of the friction members l3 and M, the springs 3| will'tend to l3 and. M to the ,i'e-

move the thrust member |5-to a position nearer. to the friction face I of the flywheel l,which in the usual type of clutch will necessitate manual adjustment means to compensate for wear on the friction members l3 and for it will necessitate manual adjustment means; connected with the pedal 69, to move the pedal. to its initial starting position when the clutch is in its engaged position. Otherwise thepedal 69 would be continually changing its position when the clutch is in its engaged position, which would change the position of the pedal is for the operator, which in turn would soon cause the ,pedal II to interfere with adjacent parts of the {motor J" I] I 'ing the pivoted point of the levers elements. \7 1 J the installation ofthe screws vehicle, thus losing the available movement of the pedal 69.

In my invention, when the thrust member I! has been returned to an operatively engaged position with the slight change in position of the actuating levers 41, which will be occasioned by the wear on the face of the friction members l3 and IA, will be compensated for by the lever 50 on which the levers 41 are pivotally mounted, the ends 62 of 10 the levers 50 being always held in engagement with the bevel faces 6| of the adjusting member 59 by the thrust of the end 84 of the spring 65. It will thus be noted that the adjusting member 59 will thus. cause the levers 50 to al- .15 ways ride up the bevel faces 6| of the adjusting member 59 to take up the wear clearance. of the friction members l3 and I4 by slightly mov- 41, saidpivoted point being constituted by the pins 5|. It is to be especially noted that with this take-up clearancemechanism very minute clearances between thefriction members I3 and I4 and their engaged members as occasioned by the wear of the friction members l3 and andcontinuously taken up, the automatically operating clearance takeup mechanism as constituted by the adjusting member 59, the levers 50 and 41 being continually adjusted to compensate for such wear in the friction members I3 and H. The pressure of the springs 3| may be located radially around the outer portion of the thrust member, |5 in sufficient numbers to provide the necessary thrust load to always cause the friction disc 9 and the friction members l3 and I4 to revolve with (the thrust member l5 and the flywheel the friction disc 9 thus driving the clutch shaft I! as hereinafter disclosed, the shaft I! being suitably connected to the transmission units of the motor vehicle in which the clutch assembly is used.

The flywheel l is disclosed as being provided with a starting ring 31; also the bell housing 6 is provided with inspection covers 98 and 89.

It is also to be noted that the sleeve member 39 together with the reservoir asembly,B and its bearing assembly 80 will all be slidably operated together as a unit by the yoke member 1| when the clutch is released, the reservoir assembly B, however, always being restrained from revolving at all times, even when the sleeve member 33 together with its ball race 8| is revolving with the cover member 21 and the flywheel I, such as will occur when the clutch assembly is driving the motor vehicle through the various transmission The thrust member l5 may be provided with a suitable number of tapped holes Hill to permit IM and the washers I02 for holding the thrust member IS in' assembly with the baffle members 32, the springs 3| and the cover member 21 for shipment purposes. The screws ||l| maybe thus used in suitable quantities as will permit the totalclutch as- 'sembly to be easily handled. As soon as the total clutch assembly is mounted in the flywheel I, the screws |0| together with the washers I02 are then removed, thus permitting the springs 3| to" actuate the thrust member L5 to its normal engaged position with the friction member l4.

It is also to be noted that the end 46 of the lever 41 will be sidably mounted as well as per- .mitting of a pivotal movement within the arched chamber formed by the bosses 42 being closed at their outer ends by the plate 43'.

friction members l3 and I4, the 5 I M will be constantly 25 5 clutch is disclosed as being fully engaged, the

slightly different relationship representing the automatically adjusted operating movement which has taken place due to the adjusting member 59 always being maintained in engagement with the end 62 of the lever 50.

In order to eliminate objectionable gear rattles and noises in the various transmission units of an automotive vehicle, the driven member assembly A is provided with vibration dampening mechanism. This is accomplished by the hub I0 being provided with a flange member I03, the hub I0 being suitably machined to fit the splines I04 of the shaft I2. The flange member I03 of the hub I0 is provided with angular surfaces I05 which tend to converge toward the center of the hub I0. The angular surfaces I08 are oppositely disposed from the angular surfaces I05 relative to the flange member I03. The angular surfaces I05 may be separated by a flat surface I01 and the angular surfaces I00 may be separated by a flat surface I08, the flat surfaces I0! and I08 being also angularly disposed relative to the vertical plane of the frictionv engaging surfaces of the friction disc 9. The vibration dampening members I09 and H0, which are made of rubber composition or similar material. are formed with similar angular faces I2I which engage the above mentioned angular surfaces I05 and I00 of the flange member I03. The friction disc 9 is also formed with angular faces I I I, which engage the outside angular faces I2I of the vibration dampening member 0'. To maintain the vibration dampening members I09 and I I 0 in close engagement with the flange member I03, the cover member H2 is providedwith angular surfaces 3 which engage the angular faces I2I of the vibration dampening member I09, the covermember II2 being maintained in this position by being fastened to the friction disc 9 by the rivets M4, the cover member H2 and the disc 9 forming an annular chamber for containing and enclosing the vibration dampening members I 09 and H0, and

the flange I03. It will thus be seen that, as the frictiondisc 9 will thus cause 'its driving torque to be transmitted through the cover member II 2 together with its own central disc portion, which is fastened to the cover member H2 by the rivets II4, to the vibration dampening members I09 and H0 and from said vibration dampening members to the flange member I03 of the hub I0, the vibration dampeningmembers I09 and H0 will have a torque load imposed upon them by the angular surfaces II3 of the cover member 2 and by the angular surfaces II I of the friction 9, the vibration dampening members I09 and H0 further transmitting the torque reactions through their angular surfaces I2I which engage the angular surfaces I05 and I 00 of the flange member I03. It is to be noted that the angular surfaces I2I of the vibration dampening member have a greater wall thickness than the portions I22 connecting the angular surfaces. In this way. a greater amount of vibration dampening material is provided to withstand the torque reactions against the angular surfaces of the cover member H2, the disc 9 and the flange member I03. The angular surfaces above mentioned and the various parts as above mentioned will thus absorb the driving torque and, due to the enclosing construction, the varitioned thrust surfaces.

members 13 and I4.

f mission unit.

It is to be noted that the vibration dampening members I09 and 0 will be restrained from flowing outwardly from the axis of the clutch by the cover member H2 and the disc 9 extending around the peripheries of the vibration dampening members I09 and II0.

It is also to be noted that the total frictional v area of the sides of the flange I03 and the vibration dampening members I09 and I I0 will be conserved and adapted to engage frictionally, this being accomplished by locating the rivets II4, which constitutes securing means, outwardly from and beyond the peripheries of theflange I03 andthe vibration dampening members I09 and H0, the vibration dampening members each being thus only provided with a single aperture to permit assembly over the hub I0.

To further improve the operation of :the cluch by permitting easy and gradual, engagement of the friction disc 9 together with its friction members I3 and I4 when engag g the friction face 8 of the flywheel I and the thrust surface of the thrust member I5, the friction disc 9 is provided with a series of openings II5 which are again fully covered on both sides of the friction disc member by the friction members I3 and I4 when they are riveted or otherwise attached to the friction disc 9. small compartment is formed by the opening II5 within the friction disc 9 by the friction members I3 and I4.' In the openings II5 are assembled spreading members IIB which are formed with a central portion I I1 havingva series of arms I I8 extending therefrom. In its normal position the central portion I I1 is displaced from the arms II8 as shown in Fig. 13, the portion I" being displaced on the opposite side of the friction disc 9 from the arms H8. It will thus be seen that, when the spreading member I I6 is assembled between the friction members I3 and I4 and within the opening I I5, the oppositely disposed 0fiset portions of the spreading member I I0 will tend to bulge the friction members I3 and I4, as

shown at H9 and I20, Fig. 12. It is to be noted central portion III of the spreading members II 0, whereas the bulged portions I20 will tend to be located opposite the displaced arm portions II8 of the spreading member H6. It will thus be seen that the bulged portions H9 and I20 of the completely assembled driven member assembly A will thus provide portions that will engage the thrust surfaces of the thrust member I5 and the friction face 0 of the flywheel I before the main portions of the friction members I3 and I4 become fully engaged with the above men- This will provide a very easy and gradual engagement of the friction It has been found from considerable experience with this type of spreading member II6 that it provides a very simple and successful means of securing gradual engagement of any kind of flexible member such as the friction members I3 and I4 with surfaces to be,"

engaged.

his to be further noted that the outside diameter of the flange member I03 of the hub II is piloted within the offset shouldered portions of both the friction disc 9 and the cover member H2, thus permitting the friction disc 9 and the hub l0 and its flange member I03 to be always located and maintained concentrically.

I claim: 1. In a driven member, the combination of a flange provided with a series of oppositely disposed angular surfaces converging toward the center of .said flange, deformable members engaging the oppositely disposed angular surfaces of said flange, and members each provided with a series of angular surfaces converging toward the center of said members, the angular surfaces of said last mentioned members wedging said deformable members between the angular surfaces of said flange.

2. In a rotating driven member, a vibration dampening member provided with a series of load receiving surfaces, the load receiving surfaces of said vibration dampening member increasing in effective area as they are increasingly removed from the center of rotation of said vibration dampening member, the load receiving surfaces of said member being restrained from flowing radially outwardly:

3. In a driven member for a clutch, the combination of a member provided with a frictional face, a cover member suitably mounted on said first mentioned member, and a resiliently mounted member between said first mentioned member and said cover member, said resiliently mounted member being provided with a surface extending entirely around its peripheral portion for loeating said first mentioned member together with said cover member, said resiliently mounted member having'its outside diameter contacting said first mentioned member and said cover member.

4. In a driven'member for a clutch, a pair of members suitably connected to form an annular chamber therebetween, each of said pair of members being provided with a series of ofiset angular converging portions extending into said annular chamber, the offset angular converging portions of one of said pair of members being located between the offset angular converging portions of the other of said pair of members.

5. In a clutch; the combination of a member provided with a hub having a flange having its wall portions offset to form angularly disposed driving surfaces alternately located on'each side of the center of said flange, flexible cushioning members "having their wall portions offset to form angularly disposed driving surfaces'for'engaging the angularly disposed driving surfaces of said hub located alternately on each side of the center of said flange, and means for fastening said flexible cushioning members against the flange of said hub..

6. In a clutch, the combination of a member having a flange providedwith a plurality of angularly disposed driving surfaces formed by offsetting the wall portion of said flange, said driving surfaces converging toward the center of said member, flexible cushioning members engaging the angularly disposed driving surfaces of said member, said flexible cushioning members being open at the outer ends ofits portions contacting the angularly disposed driving surfaces of the flange of said member, and means for securing said flexible cushioning members to the flange of said member, said means enclosing the open outer ends of the portions of said flexible cushioning members, contacting the angularlydisposed driving surfaces of the flange of said member, to prevent said flexible cushioning members from open outer ends of the portions of said flexible 5 cushioning members contacting the angularly disposed driving surfaces of the flange of said member.

'7. In a clutch. the combination of a driven member provided with a flange having angularly 10 disposed driving surfaces thereon, said flange being provided with a peripheral portion formed with a single continuously extending diameter, said flange havingsubstantially the same cross section throughout its peripheral portion includl5 ing its angularly disposed driving surfaces, flexible cushioning members contacting the angularly disposed driving surfaces of the flange of said driven member, and means for securing said driven member and said flexible cushioning members together, said means being located outside of the peripheries of said flange and said flexible cushioning members.

8. In a clutch, the combination of a hub provided with a flange having driving surfaces con- 25 verging toward the center of said hub, said driving surfaces extending angularly relative to the axis of said hub, said driving surfaces being connected by a portion of the flange extending angularly relative to a vertical plane located at right 30 angles to the axis of said hub, flexible cushioning members engaging the driving surfaces of the flange of said hub, and means for securing said flexible cushioning members in contact with the flange of said hub, said means being located outside of the peripheries of said flange and said flexible cushioning members.

9. In a clutch, the combination of a disc member provided with frictional members, said disc member being provided with angular load receiving surfaces converging toward the axis of said disc member, a hub member provided with a flange having angular load receiving surfaces converging toward the axis of said hub member,

resilient dampening members between said an- 45 1 gular surfaces of said d'sc member and the angular surfaces of the flange of said hub member, a cover member provided with angular surfaces converging toward the center of said cover member, resilient dampening members between 5. I

, provided with a plurality of portions having peripheral edges extending in a plurality of parallel planes, said portions being connected by angular positioned portions, said angular positioned portions having a greater cross sectional area than said first mentioned portions.

11. In a clutch, the combination of a member having a flange provided with converging angular surfaces connected by angularly disposed sur-- faces alternately located on opposite sides of the center of the flange of said member, an enclosing member having converging angular surfaces, and flexible cushioning members between said first 7 .mentioned and said second mentioned members,

said flexible cushioning members being provided with converging angular surfaces.

12. In the driven element of a clutch, the combination of a hub member provided with a continuous flange extending therearound the continuous flange of said hub member being provided with a series of oppositely disposed and alternately displaced offset portions connected at their peripheral portions, deformable members oppositely disposed about the continuousflange of said hub member, said deformable members being provided with oppositely disposed and alternately displaced offset portions engaging said off set portions of the flange of said hub member, and means for maintaining said resilient members in contact with the continuous flange of said hub member, said means comprising a pair of flange portions located adjacent one another ing the surfaces, of said flange, extending approximately at right angles to the axis of said member, said deformable members extending continuousLv around said member and being separated throughout their total adjacent areas from contact with each other by said flange, means enclosing said deformable members together with the flange of said first mentioned member, and members for. securing said last mentioned means, sad members being located outwardly beyond the peripheral portions of said deformable members.

14. In a driven member of a clutch, the combination of a hub provided with a flange having irregular shaped surfaces oppositely disposed about said flange and extending radially from said hub, deformablemembers extend ng continuously around said hub and having their total adJacent areas engaging said irregular shaped surfaces on the flange of said hub, and means of deformable members extending continuously around said first mentioned member, said pair of deformable members being oppositely disposed about the continuous flange of saidflrst mentioned member, said deformable members each being provided with a single aperture, said pair of deformable members being separated. from contact with one another by said contact flange.

16. In a driven member, the combination of a flange provided with oppositely disposed angular surfaces and a pair of deformable members provided with angular surfaces engaging the angular surfaces of said flange to eliminate vibra-- tion, each of said deformable members being provided with a single aperture only, said pair of deformable members being separated from contact with one another throughout their total adjacent areas. 10

17. In a driven member for a clutch provided with deformable members, a hub member having a flange provided with a series of angularly positioned load thrust surfaces located between the planes of its outer side surfaces, said angularly positioned thrust surfaces being alternately lo-' cated on opposite sides of said flangefsaid flange having the total area of its side surfaces adapted to contact the deformable members of the clutch.

18. In a driven member for a clutch, the combination of a member provided with a. frictional surface. having angularly positioned portions, a cover member provided with a frictional surface having angularly positioned portions, said first mentioned member and said cover member forming an annular chamber, a pair of deformable members enclosed within said annular chamber, and driven means engaging said pair of deformable members, said driven means extending within said annular chamber.

19. In a driven member, a vibration absorbing member provided with a series of angular load receiving portions together with connecting portions between said angular load receiving portions of said v-bration absorbing member, said angular load receiving portions "having a greater thickness than the thickness of the connecting portions of said vibration absorbing member, said connecting portions being alternately displaced on each side of the normal center of said vlbration absorbing member, said normal center. ex-' tending in a plane at right angles to the axis of said vibration absorbing member.

20. In a driven mechanism for a clutch, a driven member provided with a flange portion having a series of converging angular surfaces together with a series of converging flat surfaces between the converging angular surfaces of said driven member, said driven member being provided with a single aperture only extending therethrough.

some w. TAT'I'ER. 

